US1331591A - Storage-battery locomotive - Google Patents

Description

W. W. SLO

ANE.

Patented Feb. 24, 1920.

w. -w. sL0ANE. STORAGE BATTERY LOCOMOTIVE. APPLICATION FILED MAY28, 1917.

1,331,591 Patented Feb. 24, 1920.

W. W. SLOANE.

STORAGE BATTERY LOCOMOTIVE.

APPLICATION FILED MAY 2a, 1917.

1 33 1 ,5 9 1 Patented Feb. 24, 1920.

3 SHEETS-SHEET 3.

, said pivot `llllED STATES PATENT OFFICE.

WILLIAM W. SLOANE, OF CHICAGO, ILLINOIS, ASSIGrNOR TO GOODMAN MANUFAC- TURIN Gr COMPANY, 0F CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

STORAGE-BATTERY LOCOMOTIVE.

Application filed May 28, 1917.

To all lwhom t may concern:

Be it known that I, )VILLIAM W. SLoAnn, a citizen of the United States, residing at Chicago, in the county of Cook and State of lllinois, have invented a certain new and useful Improvement in Storage-Battery Lccomotives, of which .the 'following is a specification.

rlhis invention relates to storage battery locomotives particularly adapted for use in mines and has among other objects to provide a locomotive of this description which readily adapts itself to uneven track surfaces.

llhe invention is illustrated in the accom-v panying drawings, wherein- Figure 1 is a side elevation of one Jrorm of locomotive embodying the invention;

Fig. 2 is a detailed view in Ypart `section of the connecting piece between the wlheel axles and the frame of the machine;

Fig. 3 is a sectional view taken on the liuc 3 3 of Fig. 2;

Fig. 4 is an enlarged side view of the connection between the wheel axles and the frame of the machine. Y

Fig. is a plan view with parts omitted, showing the pivot connecting the sections together.

Fig. 6 is a vertical sectional view through taken as indicated on line 6 6 of Fig. i

Like parts refer to like numerals througlr out `the several figures.

ln the construction illustrated lthe locomotive is 'made up of three sections 1, 2 and The end section 1 is provided with drv ing wheels 1 and undriven wheels 5, the driving whe-els being driven by the motor 6. The en'd section 3 is provided with driving wheels 7 and undriven wheels 8, the `driving wheels being driven by the motor 9.

In the construction shown, the driving wheels arelarger than the undriven'wheels and the iin-driven wheels of both end sectionsproject under the central `section 2. This central section 2 carries the storage battery 10 from which the current is derived to operate the motors 6 and Y'9. .The draw bars 3 lit will be V'noted are directly clonnected to the end sections 1 and 3 and not tothe section 2. The three .sections,r1, 2 and 3 are pivotally connected together 'by means of substantially. vertical pivots so that they Specification of Letters Patent.

Patented Feb. 24., 1920.

Serial No. 171,348.

move relatively in a substantially horizontal .plane to facilitate their passing around a curve, but they are substantially rigidly conneet-ed so far as relative vertical movement among them in a vertical plane is concerned so that Vthe strains when one of the draw bars 8a is connected to the load to be pulled are transmitted from either end section through the central section to the other end section. This vertical rigidity, however, tends to cause some of the wheels to be lifted from the track where the track is undulating, that is, where there are hills along the track. In the present case l provide means for obviating this diiiiculty. It will be noted that the axles 11 and 12 are connected with the partsl and 11, said parts being movably connected with the frame 15 of the part l thereby having a slidable connection. The axles 16 and 1 7 of section 3 are connected to the parts 18 and 19 which are movably connected with the frame 20 of section 3. A connecting piece 21 (see Figs. 1, 2 and 4) is provided with the' engaging pieces 22 and 23 which engage or rest upon the parts 13 and 14 or some part connected with the axles 11 and 12. An elastic connecting device such as the spring 24 is interposed between the connecting piece 21 and the .frame 15 of section 1 or some part connected therewith. In the construction illustrated there is a cross piece 25 (see Fig. 2) which extends from one side of section 1 to the other side thereof .to hold the side pieces together and the spring 24e engages this cross piece and the connecting piece 21, (see Fig. 3). The cross piece is provided with lthe projections 26 which fit in the hollow end of the spring to hold it against lateral movement and the connecting piece is provided with similar projections 27 which project into the hollow at the other end of the spring. By having a plurality of these projecting pieces the spring may be located at different .points between the axles so as to regulate or vary the weight or pressure on the driving wheels. It will thus be seen that the weight on the wheels 1 and 5 is transmitted through vthe spring 24e and connecting piece 21 and that this connecting piece permits the wheels to move so as to adjust themselves to the undulations of the track, the wheels being thereby kept upon the track. A similar con-- neet-ing piece21a, which has the engaging claims hereof.

pieces Q2 and 23 andwhich is connected by the spring Q4 vvith a cross piece similar to the cross piece 25 extends across section 3 and is irovided with the projections 26a, the connecting piece 2l having the projections QW. The pivotal connection between the tivo end sections and the central section is the same in each case, and in Figs. 5 and G l have illustrated one -form 0f this pivotal connection. in this construction the iframe piece 28 is provided With a projecting pivot 29, preferably integral therewith. This pivot is also preferably hollow. The pivot 29 projects into a receiving part 30 fastened this pivot, Which is substantially vertical,

engages the part into which it is-received so kas to prevent vertical angular relative-move ment between thesections. W hen l use this :term of expressionof vvertical angular rela-.

tive movement between the sections, I use it as meaning organiZedi-elative .vertical an-y gulaiinoveinent and not to exclude. any small amountoi relative 'movement due to the Wearing ofthe parts ci the clearances required for assembling the parts and for the operation thereof. The otherside ofthe locomotive is provided with connecting piecesl similar to 21 and 21 and associated parts.

lt will thus be seen that by means o' this consti-notion the vertical rigidity required to properly transmit the stresses' from one end section through the central section to thev oth-erelid section is maintained and. at thesame time the Wheels automatically adjust themselves to undulations and irregularities inthe track so as to be maintained Vupon the track at all times.

I have described in detail particular construction embodying the invention, but it .is of course evident that the parts may he varied in many particulars Without departing from the invention herein shown and described and speciiically pointed out in the Vlrlhe use and operation ot my invention are as follows:

' When the locomotive is being used to pull 1 a train of cars the dravvbar 3a is connected with the car or cars to be drawn. Now it will be noted that as the locomotive moves along the track there is a pull on this draw bar, and since the draw bar, is connected directly to the end', section containing the Wheels, the point Where this pull is applied to the locomotive, is necessarily above the top yof the rail upon Whichthe Wheels rest, and it will be seen that this pull tends to revolve the Whole-locomotive around the point ot contact between the rearmost Wheel and the track and if said rearmost Wheel is the wheel 7, this point would be theV point 7 a. Norvif the section 3 is connectedto the eentral section 2 by a rconnection which permits vertical movement in this line of pull, it will be seen that the pressure of the un? driven Wheels, as for example, the wheels 8 upon the track, vvillbe reduced and mighthe entirely raised from the track. By means et the rigid ,connection betvveen'the sections l, 2 and '3 which prevents vertical. relative movement between the several sections along this line ot pull, it will be seen that in order yto lii't the undriven Wheels `trom the tracker reduce their pressure on the track, it Will be. necessary to lift the entire locomotive beyond the point 7a, that is, revolve the entire locomotive about the point Ta. Since.l

'fhovveven the vertical leverparm, by means of which the pull on the draw bar 3a. acts to produce this movement, is shorter than the horizontal lever larm from the point Ta to the center of gravity of the remaining` portion of vthe locomotive, it Will be seen that this rigidity against vertical relative nieve- .inent between the sections Will thus completely prevent the undriven wheels from being lifted` from the tracker have their pressure vupon the track reduced in 'any sufficient Vamount to interfere ivith the 'operation ot' the locomotive. Y

It will further be noted, however, that this rigidity against vertical relative moi-.fement between the sections along this line of pull brings .in another factor which must be taken care of, and that is, that there are vertical irregularities'in the track, this rigidity tends to prevent the wheels from freely following these .vertical jrregularitie 1 and'hence some of the Wheels areliable at some Vtimes to be off-track `and cause derailment of the locomotive, and it these vvheelshappen to bethe driving Wheels, to interfere ivith the development of the maximum draw `bar pull. In the present eevice this difficulty is `obviated by means' of the connecting pieces 2l and 21a lextending be` tween the tWo Wheels at each side ot the end sections, for since each connectingpiece is coimectedatits ends with the supports ot the Wheels betvveen which it extends Vand there is an elastic connection betweenY each connecting piece, and the end section with VWhich lit is associated, it will be seen that the Wheels areV free to move relatively with relation tothe section to which they are connected so that they can freely follow the vertical irregularities in the track Without their being in interference whatever with the vertical rigidity against relative vertical movement between the several sections along the line of pull. y

1 claim:-

1. A mining locomotive comprising a central section, two end sections pivotally connected to said Acentral section, means for maintaining an angular rigidity between said sections in all vertical planes, each end section provided with four wheels two at each side thereof, a draw bar connected with one of said wheeled sections for connecting the locomotive with its load, wheel supports with which said wheels are connected, connecting pieces extending between the two whe-els at each side of the end sections, each connecting piece connected at its ends with the supports of the wheels between which it extends and an elastic connection between each of said connecting pieces and the end section with which it is associated.

2. A mining locomotive comprising a central section, two end sections pivotally connected to said central section, each end sec tion provided with four wheels two at each side thereof, wheel supports with which said wheels are connected, connecting pieces extending between the two wheels at each side of the end sections, each connecting piece connected at its ends with the supports of the wheels between which it extends and an elastic connection between each of said connecting pieces and the end section with which it is associated, and-means for varying the position of said elastic connection so as to vary relatively the weight on the two wheels with which it is associated.

3. A mining locomotive comprising two sections pivotally connected together, two pairs of wheels on one of said sections, one pair at each side thereof, a draw ba-r connected with one of said wheeled sections for connecting the locomotive with its load, snpports for said wheels movably connected with the section with whichV the wheels are associated, connecting pieces connecting the supports of the two wheels at each side of said section and a spring connecting each connecting piece with said section.

4f. A mining locomotive comprising two sections pivotally connected together, two pairs of wheels on one of said sections, one at each side thereof, supports for said wheels movably connected with the section with which the wheels are associated, connecting pieces connecting the supports of the two wheels at each side of said section and a spring connecting each connecting piece with said section and means for varying relatively the weight on said wheels.

5, A 'mining locomotive comprising two sections pivotally connected together, a. pair of wheels at each side of one of said sections, a draw bar connected with said wheeled `sec- A'nected with said section, .a connecting piece extending between each pair of wheels and connected with the supports thereof, the

middle portion of said connecting `piece being depressed and a spring connecting the depressed portion of each connecting piece with the section whereby the weight is transmitted to the wheels through said springs and connecting pieces.

(i. A mining locomotive comprising a central section and two end sections pivotally connected together so that each end section has an angular motion aroimd a vertical axis with relation to the central section for limiting relative angular motion around a horizontal axis'between each section and the central section, four wheels connected with each end section, two wheels at each side thereof, a draw bar connected with one of said wheeled sections for connecting the locomotive with its load, supports for said wheels, a connection extending between the two wheels at each side and connected with the wheel supports and an elastic connection between each of said connecting pieces and the section with which it is associated whereby the wheels automatically adjust themselves to irregularities in the track.

7. A mining locomotive comprising a central section and two end sections, a substantially vertical pivot connecting each end section with the central section, receiving parts into which said pivots are received and in which they move to permit horizontal relative angular movement between the sections, said pivots engaging the receiving parts into which they are received so as to prevent relative angular vertical movement between said sections, each end section being provided with four wheels, two at each side thereof, a draw bar connected with one of said wheeled sections for connecting the locomotive with its load, wheel supports with which said wheels are connected, connecting pieces extending between the two wheels at each side of each end section, each connecting piece connected at its end with the supports of the wheels between which it extends and an elastic connection between each of said connecting pieces and the end section with which it is associated.

8. A mining locomotive comprising two sections, a substantially vertical pivot connecting the two sections, a receiving part into which said pivot is received, and in which it moves to permit horizontal relative angular movement between the sections, said pivot engaging the receiving part into which it is received so as to prevent relative angular vertical movement between said sec tions, two pairs of wheels on each of said sections, one pair at each side thereof, a draw bar connected with one of said Wheeled sections 'for connecting the 1ooo1n0- In testimony whereof I aX my signature, tive With its load, supports for said Wheels in the, presence of tWo Witnesses, this 7th movably connected With the said sections, a, dayrof May, 1917. l connecting piece at each side of said section WILLIAM W. SLOANE. Connecting the supports of the two Wheels Witnesses: o v

at each side thereof and a spring connecting .MARIoN INGRAHAM, l

each connecting piece with said section. 'LYDIA M..SYLVANUS.

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